Engine nacelle construction



March 30, 1948. J, 5. JOHNSON 2,438,806

ENGINE NACELLE CONS TRUCTION Filed Sept. 4, 1945 2 Sheets-Sheet 1 c v -];2TenZ'0r;

finer; 5.7572725 on,

March 30, 1948.

J. S. JOHNSON ENGINE NACELLE CONSTRUCTION 2 Sheets-Sheet 2 Filed Sept. 4, 1945 m y 0 6 J 6 n m M 0 i w 5 4 .9 m 4 a 9 0 G a .6 m E 2, e m. 2 1 3 n I J 5 m "M: w a m H z I w Patented Mar. 30, 1948 orelace ENGINE NAoEnLE ooirs'mno'nom Jeners-Silohnson; IIos AngelesnUalifi ,Applicationseptemberi, 1945$SridFNiir6il425W= This invention relates to im-proved'zmeans -=for controlling the operationof an induced current of in an engine'com-partment 'of an air craft to remove the hot air from thelzcompartment method the engine; re'sist sound emission 'from J the engine and assist-increating lifting-power for" the aircraft.-

Itis an object ofthis'invention to 'provid'im proved means and method "of-simple; reliable and effective character to rapidly remove'hot air fromthe engine compartment ofan airplane ina higlilyeffective manner and to simultaneously reduce the noise'emitted'by the engine; It is aZfiirther"ob-'- ject to provide means by' which the-currentof 'air which isemployed "for removing: the heat and reducing noisecan bediverted and directed down and out 'of the engine compartment immediately back of the propeller-to: augment-Llift'i'ng power.

It 'isfurther an object of the'invention to provide simple, practical; inexpensive and eflioi-ent means partment' andin a manner which"permits'*en=- tranceofcoolingandfresliening air-"into said compartment. It is also a further object of the invention to 'mechanicall'y expedite=theflow of" hot air from the-engine compartment and'tmcon vey it by way of'anain'conduit to a-discharge point rearwardly over the-upper'surface of 'the wing structure in" the'air flow ofthe aircraft 0- as to assist in propelling the aircraft forwardly;

In the accompanying drawings forming part of this'specificationy-Fig. 1 is a perspective view of an aircraft embodying the invention; Fig. 2 is a part centralsectional viewthrough a portion of one ofthe propeller unitsyFig: 3 isarplanioffa portion of one of the propeller-.units when con-- structed with'anmassemblage ofepartsi as illustrated partly in Fig. 2 and partly in Fig. 5; Fig. 4

is a sectional diagrammatic view taken approxii-f mat'ely onzline 44-ofFig. 2, illustr ating-=mannav ally operable meansforcontrollingthe outletductleading from": the air c0ntrol1ing1'chamb'er been: of the engine compartment, and-Fig.5 is ar central longitudinal-section, in partof-"the portionrzoirtlie" aircraft shown-in Fig. 2, illustrating an alternaetive construction of my improvement.

In the drawings, A indicates the main body of an aircraft having the usual members B and C of the wing structure. Propeller units B'-C' are provided, one propeller unit shell structure G being incorporated into each wing and provided with a rotary propeller D of usual type. Each propeller is driven by the usual engine E which $20; which is readily 'embodiedin anaircraft structure for reducing noise' -emitteddn the engine com 2 forward: ends of: tlier. elongated; supplemental longitndiir her: rathei'prop'ellernmit'snli CC: mayibe employed Wit om t-improvements from thtee'engineccompantmentz:

Ar-rea -bulkhea'clizl fi isazplaced across the chamber within thenacelle' Gila 'SHOItTdiStaIICG :back of'the bulkhead :l ll andkslants' upwardlyandirearwardly Zfi 'to provide an upwardLyrexpand'edazairz-flowrcone tnol'liriggchamber Hsinto which-the; current of air fromrtlierengineacompantmentais: propelled by the suctiorr fan-z: Thervuppemen'dsportion of theirear bulkheadza-hasianwoutlet IBwvhich is'zconnected with flo anzzorificerl 9 ri jitSiSidGidilfiCtlY? over; the surface ofrlthe winggstrtuctureaQbyJduct:20. to conduct the floweofrainfromstlieriengine compartment into the outsideam fiow' ofithe'aaircraftp A baffie, plate 2i isspacedzinrfront of thesurface of the auxiliary zlfiibulkhead in air controllinggchamber" H to reduce and muffle the sound emitted via the stream. of ai-nwhichds'propelled rearwardly-g'by the suction f and 5,=.v-saidlbafile:plate extending overat t a spaced interval-sins front: .-,of .'the ;mouth '-of the outlet; I8 I Mir-to causea theeairr: to circulate upwardly and through? thezechannelrkthusz provided;

'Iheemouthmi 'theeoutleti l8 is i'ully: opened, fully closed; onrmodifi'edcbyr aeslidem-valve; 22 which: is

shown; controlled;byysuitablewoperating means 'snch as therack-arrdpinion connection23 and .2 5 :vEig; 4:.'; The. pinion.

shown-i diagrammatical-lywi ofwthis' operating;lunita'zmaecoperated by any suitable means and is shown manually controlled by the handle bar 25. The rack and pinion element is also shown with a pair of rack bars whereby the valves in an opposite or of two or more propeller driving units G may be operated simultaneously by a pilot.

The bulkhead III has its marginal portion 26 is mounted in an engine compartment F in the 6b shaped forwardly and. connected at its two oppoish'ellb'odmon nacelle'GLE Anynum-- The:engineecompattmentiis dormed' in the f orwardrierrdoportionnof"theiznacelle :shell'. G by a :th'eipropeller; D is 2; provided with;

editaitcofiair :isi-zadmitted into the in'g fsou-nd it-producediilbyethe s' engine: rearwardly- 3 site side portions through ducts2 8 and 29, (Fig. 3), with outlet ports such as 30 located at opposite :sides of the forward lower portion of the body casing of the aircraft immediately back of the proipeller D. By closing the outlet l8 by valve 22 the draft of air which is propelled by the suction fan l from the engine compartment F is forced forwardly and downwardly into the space below the forward portion of the body shell back of the propeller so as to assist in elevating the air craft when the latter is operated. This is particularly advantageous when taking off or launching the airplane. Normally the valve 22 is opened dur-' ing which period any draft of air transmitted by ducts 28 and 29 rearwardly into chamber 11 is permitted to pass outwardly through duct '20 and orifice I9 over the surface of the wing struc; ture C. My improvement is intended to be used the engine in the engine compartment.

wardly across the space in said body shell back 7 of said compartment having a rearwardly extending duct from its upper portion extending outwardly and laterally into the air flow over the surface of the aircraft wing structure, and a baflie plate extending over the major portion and spaced in advance of said rearwardly inclined bulkhead for augmenting the mufliing of sound emitted by 2. aircrafthaving an elongated body shell and an adjacent laterally extending wing structure, said body shell being provided with a propeller in advance of the forward end portion of saidzbodyshell, a forward bulkhead forming a forward compartmentwithin said body shell having air induction passage means back of said propeller and air .;eduction passage means rearwardly through the bulkhead, driving means in said forwith or without the use of the forward du cts28 and 29 as preferred.

In the alternative construction shown in Fig. 5

the rear bulkhead 3| is arranged at right angles to the axis of the body casing G and spaced rearwardly from the forward bulkhead It to provide the air controlling chamber 32. The rear bulkhead is formed with an annular air collecting channel 33 which is connected by the rearwardly extending duct 34 with the egress opening 35 at the outer side portion of the body casing G immediately over the surface of the wing structure 36. A motor driven blower type fan 31 is placed in the mouth 38 ofthe air collector BB'by which heated air from the engine compartment is expelledrearwardly, the ingress of outside .air being through the usual passages 40. The baffle plate Al is employed in the air controlling chamber 32 to impede sound waves having their origin in the engine compartment. The forward ducts such as '28and 29, similar to those shown in- Figs 1 to 3 inclusive are employed for transmitting the outlet ducts such as 30 immediately back of propeller D; In the latter use the slide valve 44 in a 45 In accordance with the patent statutes I have described the principles of operation of my inven-' the duct 3 3 is closed so as to divert the current of air by the blower forwardly.

tion together with the construction thereof which 4o current of air forwardly and downwardly through 3 I now consider to represent the best embodiment thereof, 'butiI desire to haveit understood that l the structure shown is only illustrative and that the invention can be carried out by other means and applied to uses other than those above set forth within the spirit thereof and. within the scope of the following claims.

I claim:

1. An air craft having an elongated body shell provided with a propeller in advance of its forward end and an adjacentlaterally extending wing structure, a forward compartment within said body shell having air induction ports back of said propeller and an air eduction passage in its rearward end portion, an engine within said compartment for driving said propeller, a blower in a said eduction passage for forcing'a draft of air cooling medium rearwardly through said com- Number partment, a bulkhead inclined upwardly and rear- 1 'ward compartment for revolving said propeller, a

blower in said air eductionimeans tending to force a draft of air coolant received through said induce tion passage means'in contact with said driving means andv rearwardly from said forward compartment, a supplemental bulkhead in said body shell forming an air controlling chamber therein back of said forward bulkhead to receive the flow of air from said blower, a rearwardly and laterally directed duct from said chamber opening outwardly over the surface of the aircraft wing structureto exhaust the current of air delivered by the blower into the air flow, over the surface of the,

for mufiling the sound transmitted by the current a of air through said air controlling chamber.

A; Ina structure as defined in claim 2, the supplemental bulkhead having an annular air collecting channel in its forward surface with which the valve controlled rearwardly and laterally extending duct is connected to exhaust the current of air delivered by the blower into the air flow over the surface of the wing structure of the air craft. I

I JENERS S. JOHNSON,

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Name H 7 Date 'Guyot Aug. 2, 1921 Morse Apr. 20, 1937 Price May 30, 1939 'Van Daam' Jan. 16, 1940 Clay Dec. 2, 1941 Stalker Nov. 13, 1945 Gregory Jan. 29, 1946 

